JP6458769B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, in this type of hybrid vehicle, a rotating element in which a second motor of a planetary gear mechanism in which an engine, a first motor, and a second motor are connected to three rotating elements is connected via a stepped transmission. The thing connected to the drive shaft connected with the wheel is proposed (for example, refer to patent documents 1). In this automobile, drive control is basically performed as follows. First, the required driving force is set based on the amount of operation of the accelerator pedal by the driver and the vehicle speed, and the required power to be output from the engine is calculated by multiplying the required driving force by the rotational speed of the drive shaft. Next, the target engine speed is set based on the engine power line (fuel efficiency optimum operation line) where the required power and fuel efficiency are optimized. Then, the engine, the first motor, the second motor, and the stepped transmission are controlled so that the engine rotates at the target rotation speed and the required power is output and the required driving force is output to the drive shaft. .

JP 2014-144659 A

  In the hybrid vehicle described above, the operating point of the engine can be freely set regardless of the gear position of the stepped transmission. For this reason, a change in engine speed and a change in vehicle speed may not match. When the driver depresses the accelerator pedal, the power required for the engine increases, so the engine speed increases immediately, but the vehicle speed does not increase rapidly. For this reason, only the engine speed rapidly increases before the vehicle speed increases. Since the driver usually has a driving sensation in which the engine speed increases with an increase in the vehicle speed, if only the engine speed rapidly increases prior to the increase in the vehicle speed, a sense of incongruity will occur as a driving sensation. In some cases, the rotational speed of the engine does not change even when the stepped transmission is shifted. When the driver depresses the accelerator pedal and the vehicle speed increases, the stepped transmission is upshifted accordingly. However, when there is no change in the power required for the engine before and after the upshift, the engine is operated without changing the engine speed. In this case, the driver usually feels uncomfortable that such a feeling of shifting cannot be obtained because the driver feels that the speed of rotation of the engine is reduced due to an upshift of the stepped transmission. In order to cope with such a problem, it is conceivable to set the engine speed according to the gear position. However, since the engine can output only the torque according to the speed, the driving force may be insufficient. These problems are the same when a virtual shift shift is performed in a hybrid vehicle that does not include a stepped transmission.

  The main purpose of the hybrid vehicle of the present invention is to give a better driving feeling to the driver and to suppress the driving force from being insufficient.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
A planetary gear mechanism in which three rotary elements are connected to three axes of an engine, a first motor, an output shaft of the engine, a rotary shaft of the first motor, and a drive shaft connected to an axle; and the drive shaft Output to the drive shaft based on a second motor capable of power input / output, a battery capable of exchanging electric power with the first motor and the second motor, a driver's accelerator operation amount, and a vehicle speed. A hybrid vehicle comprising: a control device that sets the required driving force and controls the engine, the first motor, and the second motor to travel using the required driving force,
The control device includes:
A target engine speed is set based on the accelerator operation amount, the vehicle speed, and the gear position so as to increase as the accelerator operation amount increases.
Setting an upper limit driving force as a driving force when the maximum power that can be output from the engine when the engine is operated at the target rotational speed is output to the drive shaft;
The engine, the first motor, and the second motor are operated such that the engine is operated at the target rotational speed and a smaller driving force of the upper limit driving force and the required driving force is output to the driving shaft. Control the motor,
It is characterized by that.

  In the hybrid vehicle of the present invention, the target engine speed is set based on the accelerator operation amount, the vehicle speed, and the gear position so as to increase as the accelerator operation amount increases. Then, an upper limit driving force is set as a driving force when the maximum power that can be output from the engine is output to the drive shaft when the engine is operated at the target rotational speed, and the upper limit driving is performed while the engine is operated at the target rotational speed. The engine, the first motor, and the second motor are controlled such that the smaller one of the force and the required drive force is output to the drive shaft. Since the target engine speed is set based on the accelerator operation amount, vehicle speed, and gear position, even when the driver depresses the accelerator pedal, the engine speed can be adjusted according to the vehicle speed, which increases the vehicle speed. The driver can be given a better driving sensation than that in which the engine speed increases rapidly in advance. When the shift speed is changed (shifted) by the driver's depression of the accelerator pedal, the target rotational speed also changes according to the shift speed, so that it is possible to give the driver a sense of shift. In addition, since the target rotational speed is set so as to increase as the accelerator operation amount increases, the target rotational speed can be set larger than when the target rotational speed is set regardless of the accelerator operation amount. Therefore, it is possible to suppress the driving force from being insufficient by increasing the output power. As a result, it is possible to give a better driving feeling to the driver and to suppress the driving force from being insufficient.

  In such a hybrid vehicle of the present invention, the control device sets the engine speed base value based on the vehicle speed and the gear position, and sets the engine speed correction value so that the engine speed increases as the accelerator operation amount increases. The target rotational speed may be set by correcting the rotational speed base value with the rotational speed correction value. In this way, the rotation speed base value can be set so as to give the driver a better driving feeling, and the rotation speed correction value can be set so as to suppress the deficiency of the driving force.

  In the hybrid vehicle of the present invention in which the target rotational speed is set by correcting the rotational speed base value with the rotational speed correction value, the control device is more effective when the shift speed is a high speed than when the speed is a low speed. A large rotation speed correction value may be set. Since the vehicle is traveling at a relatively low vehicle speed at low speeds, the increase in output power from the engine in response to the depression of the accelerator pedal is small, but since the vehicle is traveling at a relatively high vehicle speed at high speeds, the accelerator pedal must be depressed. The increase in output power from the engine in response to is large. Since the output power from the engine is represented by the product of the rotational speed and the torque, the output power from the engine is increased by increasing the rotational speed or increasing the torque. For this reason, when the output power increase is large, it is effective to increase not only the torque but also the rotation speed. Therefore, by setting a larger rotation speed correction value at the high speed stage than at the low speed stage, it is possible to cope with a larger increase in output power at the high speed stage.

  In the hybrid vehicle of the present invention in which the target rotational speed is set by correcting the rotational speed base value with the rotational speed correction value, the control device has a higher rotational speed than when the engine rotational speed is small compared to when it is large. A correction value may be set. As described above, since the output power from the engine is represented by the product of the rotational speed and the torque, even if the torque is increased, the output power from the engine is only slightly increased when the rotational speed is small compared to when it is large. . Therefore, by setting a large rotation speed correction value when the rotation speed is small, it is possible to cope with a larger increase in output power even when the rotation speed is small.

  In the hybrid vehicle of the present invention in which the target rotational speed is set by correcting the rotational speed base value with the rotational speed correction value, the control device increases the rotational speed of the engine by setting the rotational speed correction value. The engine speed may be controlled to be the target speed by using a smaller rate value as the battery temperature is lower. At the time of a transition in which the engine speed is increased, it is necessary to cover the power necessary for increasing the engine speed and the power insufficient for the driving power by the output from the battery. When the temperature of the battery is low, the output of the battery becomes small. Therefore, the power necessary for increasing the engine speed and the power insufficient for the drive power cannot be covered, and the drive power is insufficient. Therefore, when the temperature of the battery is low, the engine speed can be increased slowly so that deficiency in drive power can be suppressed.

  In the hybrid vehicle of the present invention, the control means may set the gear position based on the accelerator operation amount and the vehicle speed or based on a driver's operation. That is, the gear position may be set by an automatic gear shift, or the gear speed may be set by a driver's shift operation.

  In the hybrid vehicle of the present invention, the shift stage may be a virtual shift stage. A stepped transmission that is mounted between the drive shaft and the planetary gear mechanism, the shift step being virtually connected to a shift step of the stepped transmission or a shift step of the stepped transmission; It is also possible to use a gear that takes into account a different gear. Here, the “shift stage in which a virtual shift stage is added to the shift stage of the stepped transmission” is, for example, a virtual second speed stage for each shift stage of the two-stage stepped transmission. If gears are added, there will be a total of four gears, and if two virtual gears are added for each gear of a four-speed stepped transmission, there will be a total of eight gears. As described above, this means a combination of a stepped gear and a virtual gear. In this way, a desired number of shift stages can be used.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 of a first embodiment. 7 is a flowchart illustrating an example of a drive priority drive control routine executed by the HVECU 70 when in the driving sense priority mode and in the D position. It is explanatory drawing which shows an example of the map for accelerator request driving force setting. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows an example of the map for fuel efficiency optimal engine speed setting. It is explanatory drawing which shows an example of a shift map. It is explanatory drawing which shows an example of the rotation speed base value setting map. It is explanatory drawing which shows an example of the relationship between engine rotation speed Ne and rotation speed correction | amendment basic value Necorb. It is explanatory drawing which shows an example of the relationship between the accelerator opening Acc, the gear stage M, and the rotation speed correction value reflection rate kcor. It is explanatory drawing which shows an example of the map for rate value settings. It is explanatory drawing which shows an example of the map for an upper limit engine power setting. It is a flowchart which shows an example of the drivability priority drive control routine of a modification. 7 is a flowchart showing an example of a drive priority drive control routine executed by the HVECU 70 at the M position. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 of 2nd Example. It is explanatory drawing which shows an example of the shift map used in 2nd Example. It is a flowchart which shows an example of the drivability priority drive control routine performed by HVECU70 at the time of D position in a driving sense priority mode in 2nd Example. It is a flowchart which shows an example of the drive priority drive control routine performed by HVECU70 at the M position in 2nd Example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. The hybrid vehicle 20 of the first embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Examples of the signal input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and a throttle opening from a throttle valve position sensor that detects the position of the throttle valve. The degree TH can be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a drive control signal to a throttle motor that adjusts the position of the throttle valve, a drive control signal to a fuel injection valve, and a drive control signal to an ignition coil integrated with an igniter. And so on. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Signals input to the motor ECU 40 flow, for example, to the rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and to the phases of the motors MG1 and MG2. A phase current from a current sensor that detects a current can be used. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of the signal input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51a installed between terminals of the battery 50, a battery current Ib from a current sensor 51b attached to an output terminal of the battery 50, a battery The battery temperature Tb from the temperature sensor 51c attached to 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. Battery ECU 52 calculates power storage rate SOC based on the integrated value of battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal that detects the depression amount of the accelerator pedal 83. Examples include an accelerator opening degree Acc from the position sensor 84, a brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the like. Further, the vehicle speed V from the vehicle speed sensor 88, the atmospheric pressure Pa from the atmospheric pressure sensor 89, the mode switching control signal from the mode switch 90, and the like can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), a manual position (M position), and the like. The manual position (M position) is provided with an upshift position (+ position) and a downshift position (−position). When the shift position SP is set to the manual position (M position), drive control is performed so that the engine 22 is connected to the drive shaft 36 via a virtual 6-speed automatic transmission. The mode changeover switch 90 selects a driving mode including a driving sense priority mode that gives priority to the driving sense (drivability / drive feeling) of the driver and a normal driving mode that gives priority to fuel consumption, although the fuel consumption is slightly deteriorated. Switch. When the normal operation mode is selected, when the shift position SP is the forward position (D position), the engine 22 and the motors MG1 and MG2 are driven and controlled so that both quietness and fuel consumption are compatible. When the driving sense priority mode is selected, the engine 22 is connected to the drive shaft 36 via a virtual 6-speed automatic transmission even when the shift position SP is the forward position (D position). Drive controlled.

  The thus configured hybrid vehicle 20 of the first embodiment travels in any of a plurality of travel modes including a hybrid travel (HV travel) mode and an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the engine 22 is operated using the power from the engine 22 and the power from the motors MG1 and MG2. The EV traveling mode is a mode in which the engine 22 is driven by the power from the motor MG2 without operating the engine 22.

  Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when the driving sense priority mode is selected by the mode changeover switch 90 will be described. FIG. 2 is a flowchart showing an example of a driving priority drive control routine executed by the HVECU 70 when the driving sense priority mode is selected and the shift position SP is the forward position (D position). This routine is repeatedly executed every predetermined time (for example, every several msec). Before describing the drive control in the D position in the driving sense priority mode using the drive priority drive control routine of FIG. 2, for the sake of easy explanation, the drive control in the D mode in the normal mode (HV travel mode). The drive control at this time will be described.

  In the normal operation mode, when the vehicle travels in the HV travel mode, the drive control is performed by the HVECU 70 as follows. First, the HVECU 70 obtains an accelerator required driving force Tda required for traveling (required for the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and uses the accelerator required driving force Tda as an execution driving force Td *. Set as. The accelerator required driving force Tda can be obtained, for example, from an accelerator required driving force setting map illustrated in FIG. Subsequently, the travel request power Pedrv required for travel is calculated by multiplying the set execution drive force Td * by the rotational speed Nd of the drive shaft 36. Here, as the rotational speed Nd of the drive shaft 36, a rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 by the conversion coefficient km, a rotational speed obtained by multiplying the vehicle speed V by the conversion coefficient kv, or the like is used. it can. Then, the charge / discharge request power Pb * (a positive value when discharging from the battery 50) is set so that the storage ratio SOC of the battery 50 approaches the target ratio SOC *, as shown in the following equation (1). Then, the target engine power Pe * is calculated by subtracting the charge / discharge required power Pb * of the battery 50 from the required travel power Pedrv. The charge / discharge required power Pb * is set by, for example, a charge / discharge required power setting map illustrated in FIG. In this charge / discharge required power setting map, a dead band is provided from a value S1 to a value S2 centered on the target ratio SOC *, and the charge / discharge required power Pb * is greater than the upper limit value S2 of the dead band. When it is large, the power for discharging (positive value power) is set, and when the storage ratio SOC is smaller than the lower limit value S1 of the dead zone, the charging power (negative value power) is set.

  Pe * = Pedrv-Pb * (1)

  Next, using the target engine power Pe * and the fuel efficiency optimal engine speed setting map, the fuel efficiency optimal engine speed Nefc is obtained, and this fuel efficiency optimal engine speed Nefc is set as the target speed Ne *. An example of the map for setting the optimum fuel economy engine speed is shown in FIG. The fuel efficiency optimum engine speed setting map is determined by experiments or the like as the speed at which the engine 22 can be operated efficiently with respect to the target engine power Pe *. The fuel efficiency optimum engine speed Nefc basically increases as the target engine power Pe * increases. Therefore, the target speed Ne * also increases as the target engine power Pe * increases. Subsequently, as shown in the following equation (2), the rotational speed Ne of the engine 22, the target rotational speed Ne *, the target engine power Pe * and the gear ratio ρ of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear) Is used to calculate the torque command Tm1 * of the motor MG1. Expression (2) is a relational expression of the rotational speed feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (2), the first term on the right side is a feedforward term, and the second and third terms on the right side are a proportional term and an integral term of the feedback term. The first term on the right side is a torque for the motor MG1 to receive the torque output from the engine 22 and acting on the rotating shaft of the motor MG1 via the planetary gear 30. “Kp” in the second term on the right side is the gain of the proportional term, and “ki” in the third term on the right side is the gain of the integral term. Considering when the engine 22 is in a substantially steady state (when the target rotational speed Ne * and the target engine power Pe * are substantially constant), the first term on the right side of the equation (2) is smaller as the target engine power Pe * is larger. (Increases as an absolute value), the torque command Tm1 * of the motor MG1 decreases (increases on the negative side), and the electric power (electric power) of the motor MG1 obtained by multiplying the torque command Tm1 * of the motor MG1 by the rotation speed Nm1 It can be seen that the positive value) is reduced (the generated power is increased).

  Tm1 * = − (Pe * / Ne *) ・ [ρ / (1 + ρ)] + kp ・ (Ne * -Ne) + ki ・ ∫ (Ne * -Ne) dt (2)

  Next, as shown in the following equation (3), torque (−Tm1 * / ρ) that is output from the motor MG1 and acts on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven with the torque command Tm1 *. Is set to the torque command Tm2 * for the motor MG2. The torque command Tm2 * of the motor MG2 is limited by the torque limit Tm2max obtained from the output limit Wout of the battery 50 by the equation (4). The torque limit Tm2max is obtained by subtracting the electric power of the motor MG1 obtained by multiplying the torque command Tm1 * of the motor MG1 by the rotation speed Nm1 from the input / output limit Wout of the battery 50, as shown in the equation (4). It is obtained by dividing by the rotational speed Nm2.

Tm2 * = Td * + Tm1 * / ρ (3)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (4)

  When the target engine power Pe * and the target rotational speed Ne * and the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the target engine power Pe * and the target rotational speed Ne * are transmitted to the engine ECU 24 and the motor MG1. , MG2 torque commands Tm1 *, Tm2 * are transmitted to the motor ECU 40.

  When the engine ECU 24 receives the target engine power Pe * and the target rotational speed Ne *, the intake air amount of the engine 22 is operated so that the engine 22 is operated based on the received target engine power Pe * and target rotational speed Ne *. Control, fuel injection control, ignition control, etc. are performed. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. To do.

  In the HV traveling mode, when the target engine power Pe * reaches less than the threshold value Pref, it is determined that the stop condition for the engine 22 is satisfied, the operation of the engine 22 is stopped, and the EV traveling mode is entered.

  In the EV travel mode, the HVECU 70 sets the driving force Td * for execution as in the HV travel mode, sets the value 0 to the torque command Tm1 * of the motor MG1, and the torque command Tm2 of the motor MG2 as in the HV travel mode. Set *. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41 and 42 as described above.

  In this EV travel mode, when the target engine power Pe * calculated in the same manner as in the HV travel mode reaches a threshold value Pref or more, it is determined that the start condition of the engine 22 is satisfied, the engine 22 is started, and the HV travel is started. Transition.

  Next, drive control at the D position in the driving sense priority mode will be described using the drive priority drive control routine of FIG. When the drive priority drive control routine is executed, the HVECU 70 first inputs the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the battery temperature Tb, and the like. (Step S100). Here, the rotational speed Ne of the engine 22 can be input from the engine ECU 24 through communication, which is calculated based on the crank angle θcr from the crank position sensor 23. The battery temperature Tb detected by the temperature sensor 51c can be input from the battery ECU 52 by communication.

  Subsequently, the accelerator required driving force Tda is set using the accelerator opening Acc, the vehicle speed V, and the accelerator required driving force setting map of FIG. 3 (step S110), and the accelerator opening Acc, the vehicle speed V, and the shift diagram are shown in FIG. Is used to set the gear stage M (step S120). FIG. 6 shows an example of a shift diagram. In the figure, a solid line is an upshift line, and a broken line is a downshift line. In the first embodiment, since the control is performed as having a virtual automatic transmission for six-speed shifting, the shift diagram also corresponds to the six-speed shifting.

  When accelerator required driving force Tda and shift speed M are set, rotation speed base value Nebas is set using vehicle speed V, shift speed M, and a rotation speed base value setting map (step S130). FIG. 7 shows an example of the rotation speed base value setting map. In the rotation speed base value setting map of the first embodiment, the rotation speed has a linear relationship with respect to the vehicle speed V for each shift speed, and the inclination with respect to the vehicle speed V decreases as the shift speed increases. A base value Nebas is set. Setting the rotation speed base value Nebas in this way increases the rotation speed Ne of the engine 22 as the vehicle speed V increases at each shift speed, or decreases the rotation speed Ne of the engine 22 when upshifting. This is because the driving speed of an automobile equipped with an automatic transmission is given to the driver by increasing the rotational speed Ne of the engine 22 when downshifting.

  Subsequently, a rotational speed correction value Necor is set based on the accelerator opening Acc, the rotational speed Ne of the engine 22 and the gear stage M (step S140). In the first embodiment, a rotation speed correction basic value Necorb is obtained based on the engine rotation speed Ne, and a rotation speed correction value reflection rate kcor is obtained based on the accelerator opening Acc and the gear stage M, so that the rotation speed correction basic value Necorb is obtained. The rotational speed correction value Necor is calculated and set as the product of the rotational speed correction value reflection rate kcor. FIG. 8 shows an example of the relationship between the engine rotational speed Ne and the rotational speed correction basic value Necorb, and FIG. 9 shows an example of the relationship between the accelerator opening Acc, the gear stage M, and the rotational speed correction value reflection rate kcor. As shown in FIG. 8, the rotation speed correction basic value Necorb is set so as to increase as the rotation speed Ne of the engine 22 decreases. Therefore, the rotation speed correction value Necor is set so as to increase as the rotation speed Ne of the engine 22 decreases. Since the output power Pe from the engine 22 is represented by the product of the rotational speed Ne and the torque Te, the output power Pe from the engine 22 is increased by increasing the rotational speed Ne or increasing the torque Te. be able to. By setting a large rotational speed correction basic value Necorb when the rotational speed Ne of the engine 22 is small and setting a large rotational speed correction value Necor, even when the rotational speed Ne of the engine 22 is small, a larger output power Pe can be obtained. Can handle the increase. Further, as shown in FIG. 9, the rotational speed correction value reflection rate kcor is set so as to increase as the accelerator opening Acc increases. Therefore, the rotation speed correction value Necor is set so as to increase as the accelerator opening Acc increases. The greater the accelerator opening Acc, the greater the required accelerator driving force Tda, and the required power to be output from the engine 22 also increases. As the accelerator opening Acc is larger, the rotational speed correction value reflected value kcor is increased and a larger rotational speed correction value Necor is set, whereby larger power can be output from the engine 22. Further, the rotation speed correction value reflection rate kcor is set to a larger value as the shift speed M becomes higher. Therefore, the rotation speed correction value Necor is set to a larger value as the gear stage M becomes higher. Since the vehicle is traveling at a relatively high vehicle speed at the high speed stage, the power increase with respect to the increase in the accelerator opening Acc is large. For this reason, by setting a large rotational speed correction value Necor using a large rotational speed correction value reflection rate kcor at the high speed stage, the output power Pe of the engine 22 increases as the accelerator opening Acc increases at the high speed stage. Can respond.

  Next, the rate value Nert is set using the temperature Tb of the battery 50 and the rate value setting map (step S150), and the value obtained by adding the rate value Nert to the execution correction value Necor * and the rotation speed correction value Necor. Is set as a new execution correction value Necor * (step S160), and the target rotation speed Ne * of the engine 22 is set as the sum of the rotation speed base value Nebas and the execution correction value Necor *. (Step S170). Here, the rate value Nert is a degree of increase in the rate limit process that causes the execution correction value Necor * to reach the rotational speed correction value Necor stepwise. When the rate value Nert is large, the execution correction value Necor * quickly reaches the rotation speed correction value Necor, and when the rate value Nert is small, the execution correction value Necor * slowly reaches the rotation speed correction value Necor. Therefore, when the rate value Nert is large, the target rotational speed Ne * increases rapidly, and when the rate value Nert is small, the target rotational speed Ne * increases slowly. FIG. 10 shows an example of the rate value setting map. As shown in the figure, in the first embodiment, the lower the battery temperature Tb, the smaller the rate value Nert is set. During a transition in which the rotational speed Ne of the engine 22 is increased, it is necessary to cover the power necessary for increasing the rotational speed Ne of the engine 22 and the power insufficient for the driving power by the output from the battery 50. When the temperature Tb of the battery 50 is low, the output of the battery 50 becomes small. Therefore, the power necessary for increasing the rotational speed Ne of the engine 22 and the power insufficient for the drive power cannot be covered, and the drive power is insufficient. Will occur. Therefore, when the temperature Tb of the battery 50 is low, it is possible to suppress a shortage of drive power by slowly increasing the rotational speed Ne of the engine 22. Therefore, the lower the battery temperature Tb, the smaller the rate value Nert is set, and the target rotational speed Ne * is slowly increased. When this routine is repeatedly executed and the rotational speed correction value Necor becomes smaller than the execution correction value Necor * plus the rate value Nert, the target rotational speed Ne * of the engine 22 is determined based on the rotational speed base value Nebas and the rotational speed. Calculated as the sum of the correction value Necor.

  Next, the upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the temporary upper limit engine power Pelim obtained using the target rotational speed Ne * and the upper limit engine power setting map (step S180). FIG. 11 shows an example of the upper limit engine power setting map. The reason why the charge / discharge required power Pb * is added is that the power output from the engine 22 is not changed even when the battery 50 is charged / discharged. This will be described later. Note that when the storage ratio SOC is a dead zone centered on the target ratio SOC * (range from the value S1 to the value S2 in FIG. 4), the charge / discharge required power Pb * is set to a value of 0. The provisional upper limit engine power Pelim obtained from the map is set as the upper limit engine power Pelim as it is. When the upper limit engine power Pelim is thus set, the upper limit engine power Pelim is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit drive force Tdlim (step S190). As described above, as the rotational speed Nd of the drive shaft 36, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 by the conversion coefficient km, the rotational speed obtained by multiplying the vehicle speed V by the conversion coefficient kv, or the like is used. Can do.

  Next, the accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S200). When the accelerator required driving force Tda is less than or equal to the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the execution driving force Td * as in the normal operation mode (step S210), and the accelerator required driving force Tda is driven. A value obtained by subtracting the charge / discharge required power Pb * from the value multiplied by the rotational speed Nd of the shaft 36 is set as the target engine power Pe * (step S220). Therefore, the target engine power Pe * can be said to be a power that outputs the accelerator required driving force Tda to the driving shaft 36.

  On the other hand, when it is determined in step S200 that the accelerator required driving force Tda is larger than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the execution driving force Td * (step S230), and the charge / discharge required power is determined from the upper limit engine power Pelim. A value obtained by subtracting Pb * is set as the target engine power Pe * (step S240). The upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map in step S180, so that the charge / discharge required power Pb * is calculated from the upper limit engine power Pelim. Setting the reduced value as the target engine power Pe * sets the provisional upper limit engine power Pelim obtained from the upper limit engine power setting map as the target engine power Pe *. Thus, by considering the charge / discharge required power Pb *, the operating point of the engine 22 can be made the same regardless of the charge / discharge of the battery 50. In addition, since the upper limit driving power Tdlim is calculated by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 in step S190, the upper limit engine power Pelim is a power for outputting the upper limit driving power Tdlim to the drive shaft 36. It can be said.

  Then, the torque command Tm1 * of the motor MG1 is set by the above equation (2) (step S250), and the torque command Tm2 * of the motor MG2 is set by the equation (3) (step S260). The target engine power Pe * and the target rotational speed Ne * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S270), and this routine ends.

  In the hybrid vehicle 20 according to the first embodiment described above, when the driving sense priority mode is in the D position, first, the gear stage M is set based on the accelerator opening Acc and the vehicle speed V. Subsequently, the engine speed base value Nebas is set based on the vehicle speed V and the gear position, and the accelerator opening Acc, the engine speed Ne and the gear stage M are set so as to increase as the accelerator opening Acc increases. Based on this, the rotational speed correction value Necor is set. Basically, the target rotational speed Ne * of the engine 22 is set as the sum of the rotational speed base value Nebas and the rotational speed correction value Necor. On the other hand, the upper limit engine power Pelim is set based on the target rotational speed Ne *, and the upper limit engine power Pelim is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit drive power Tdlim. Then, the power at which the smaller driving force of the accelerator required driving force Tda and the upper limit driving force Tdlim is output to the drive shaft 36 is set as the target engine power Pe *, and the target engine power Pe * is output from the engine 22. At the same time, the engine 22 and the motors MG1, MG2 are controlled so that the smaller one of the accelerator required driving force Tda and the upper limit driving force Tdlim is output to the drive shaft 36 and travels. In short, the engine is set at the target rotational speed Ne * obtained by correcting the rotational speed base value Nebas based on the vehicle speed V and the gear stage M with the rotational speed correction value Necor based on the accelerator opening degree Acc, the rotational speed Ne, and the gear stage M. As the motor 22 rotates, the smaller one of the accelerator required driving force Tda set without considering the gear stage M and the upper limit driving force Tdlim set considering the gear stage M is output to the drive shaft 36. The target engine power Pe * set as described above is output from the engine 22 and controlled to run. For this reason, even when the driver depresses the accelerator pedal 83, the rotational speed Ne of the engine 22 corresponding to the vehicle speed V can be set, and the rotational speed Ne of the engine 22 increases rapidly before the increase of the vehicle speed V. In comparison, a better driving feeling can be given to the driver. Further, when the shift speed is changed (shift), the target engine power Pe * corresponding to the shift speed M also changes, so that it is possible to give the driver a sense of shift. As a result, a better driving feeling can be given to the driver. Further, since the rotational speed correction value Necor is set so as to increase as the accelerator opening Acc increases, the target rotational speed Ne * of the engine 22 is set. Therefore, the target rotational speed Ne * of the engine 22 is set regardless of the accelerator opening Acc. As compared with the case where the engine speed is set, a larger target rotational speed Ne * can be set, and the power that can be output from the engine 22 is increased to suppress the shortage of the driving force to be output to the drive shaft 36. Can do. As a result, it is possible to give a better driving feeling to the driver and to suppress the driving force from being insufficient.

  Further, in the hybrid vehicle 20 of the first embodiment, when the accelerator required driving force Tda is larger than the upper limit driving force Tdlim when the battery 50 is charged / discharged, the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map is used. The upper limit engine power Pelim is set by adding the required charge / discharge power Pb *, and the target engine power Pe * is set by subtracting the required charge / discharge power Pb * from the upper limit engine power Pelim. Thereby, even when the accelerator required driving force Tda is larger than the upper limit driving force Tdlim when charging / discharging the battery 50, the same target engine power Pe * is set as when the battery 50 is not charged / discharged, and the battery 50 is not charged / discharged. The engine 22 is operated at the same operation point as when. Thereby, it can be avoided that the rotational speed Ne of the engine 22 increases or decreases from the rotational speed (target rotational speed Ne *) corresponding to the vehicle speed V and the gear stage M due to charging and discharging of the battery 50.

  In the hybrid vehicle 20 of the first embodiment, the rotational speed correction basic value Necorb is obtained based on the rotational speed Ne of the engine 22, and the rotational speed correction value reflection rate kcor is obtained based on the accelerator opening Acc and the gear stage M. The rotation speed correction value Necor is calculated as the product of the rotation speed correction basic value Necorb and the rotation speed correction value reflection rate kcor. However, the relationship between the rotational speed Ne of the engine 22, the accelerator opening degree Acc, the gear stage M, and the rotational speed correction value Necor is determined in advance and stored as a rotational speed correction value map, and the rotational speed Ne of the engine 22 and the accelerator are stored. When the opening degree Acc and the gear stage M are given, the rotation speed correction value Necor may be set by deriving the corresponding rotation speed correction value Necor from the map.

  In the hybrid vehicle 20 of the first embodiment, by setting the rotation speed correction basic value Necorb that increases as the rotation speed Ne of the engine 22 decreases, the rotation speed correction value Necor increases so as to increase as the rotation speed Ne of the engine 22 decreases. It was set. However, a constant rotation speed correction basic value Necorb may be set when the rotation speed Ne of the engine 22 is equal to or less than a predetermined rotation speed.

  In the hybrid vehicle 20 according to the first embodiment, the rotational speed correction value tends to increase as the shift speed M becomes higher by setting the rotational speed correction value reflection rate kcor so as to increase as the shift speed M becomes higher. Necor was set. However, the rotation speed correction value Necor may be set regardless of the gear stage M.

  In the hybrid vehicle 20 of the first embodiment, the execution correction value Necor * is made to reach the rotational speed correction value Necor by rate limit processing using a smaller rate value Nert as the temperature Tb of the battery 50 is lower. However, the execution correction value Necor * may reach the rotational speed correction value Necor by rate limit processing using a smaller rate value Nert as the absolute values of the input / output limits Win and Wout of the battery 50 are smaller. Alternatively, a slow change process other than the rate limit process may be used so that the execution correction value Necor * slowly reaches the rotation speed correction value Necor as the temperature Tb of the battery 50 decreases. Further, the execution correction value Necor * may reach the rotation speed correction value Necor by rate limit processing using a constant rate value regardless of the temperature Tb of the battery 50 or the storage ratio SOC. Alternatively, such a slow change process such as a rate limit process may not be used.

  In the hybrid vehicle 20 of the first embodiment, the power at which the smaller driving force of the accelerator required driving force Tda and the upper limit driving force Tdlim is output to the drive shaft 36 is set as the target engine power Pe *. However, the power (Tda × Nd) obtained by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 and the power (Tdlim × Nd) obtained by multiplying the upper limit driving force Tdlim by the rotational speed Nd of the drive shaft 36 are small. The target engine power Pe * may be set so that the output is output to the drive shaft 36. That is, in step S200, the power (Tda × Nd) obtained by multiplying the accelerator required driving force Tda by the rotational speed Nd of the drive shaft 36 and the power (Tdlim × Nd) obtained by multiplying the upper limit driving force Tdlim by the rotational speed Nd of the drive shaft 36. May be processed.

  In the hybrid vehicle 20 of the first embodiment, the mode changeover switch 90 is provided, and when the driving sense priority mode is selected by the mode changeover switch 90, the driving priority drive control routine of FIG. The switch 90 may not be provided, and the drive priority drive control routine of FIG. 2 may be executed as normal drive control.

  In the hybrid vehicle 20 according to the first embodiment, when the accelerator required driving force Tda is larger than the upper limit driving force Tdlim when the battery 50 is charged / discharged, the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map is charged / discharged. The upper limit engine power Pelim is set by adding the required power Pb * (step S180), and the value obtained by subtracting the charge / discharge required power Pb * from the upper limit engine power Pelim is set as the target engine power Pe * (step S240). However, as shown in the drive priority drive control routine of FIG. 12, the provisional upper limit engine power Pelim obtained from the upper limit engine power setting map is set as the upper limit engine power Pelim as it is (step S180B), and is charged to the upper limit engine power Pelim. The value obtained by adding the required discharge power Pb * is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit driving force Tdlim (step S190B), and the upper limit engine power Pelim is set to the target engine power Pe * as it is (step S240B). ) Good. The result is the same except that the charge / discharge required power Pb * is considered when calculating the upper limit engine power Pelim or the charge / discharge required power Pb * is considered when calculating the upper limit driving force Tdlim. .

  Next, the operation when the shift position SP is the manual position (M position) in the hybrid vehicle 20 of the first embodiment will be described. In this case, the drivability priority drive control routine of FIG. 13 may be executed. In the drive priority drive control routine of FIG. 13, a process of inputting the gear stage M as the shift position SP (step S105) is added, and step S120 of setting the gear stage M using the gear map of FIG. This is the same as the drive priority drive control routine of FIG. 2 except that the above process is omitted. The drive control when the shift position SP is the manual position (M position) will be briefly described below using the drive priority drive control routine of FIG.

  When the drivability priority drive control routine of FIG. 13 is executed, the HVECU 70 first inputs the accelerator opening Acc, the vehicle speed V, the gear stage M, the engine speed Ne, the battery temperature Tb, and the like (step S105). The accelerator required driving force Tda is set using the accelerator opening Acc, the vehicle speed V, and the accelerator required driving force setting map of FIG. 3 (step S110). Subsequently, the rotation speed base value Nebas is set using the vehicle speed V, the gear stage M, and the rotation speed base value setting map shown in FIG. 7 (step S130), and the accelerator is set using the relationship shown in FIG. 8 or the relationship shown in FIG. A rotational speed correction value Necor is set based on the opening degree Acc, the rotational speed Ne of the engine 22 and the gear stage M (step S140). Next, the rate value Nert is set using the temperature Tb of the battery 50 and the rate value setting map of FIG. 10 (step S150), and the correction value Necor * added to the execution correction value Necor * and the rotation speed correction The smaller one of the values Necor is set as a new execution correction value Necor * (step S160), and the target rotation speed Ne * of the engine 22 is set as the sum of the rotation speed base value Nebas and the execution correction value Necor *. Set (step S170).

  The upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the temporary upper limit engine power Pelim obtained using the target rotational speed Ne * and the upper limit engine power setting map of FIG. 11 (step S180). Then, the upper limit engine power Pelim is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit drive force Tdlim (step S190), and the accelerator required drive force Tda and the upper limit drive force Tdlim are compared (step S200).

  When the accelerator required driving force Tda is less than or equal to the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the execution driving force Td * (step S210), and the accelerator required driving force Tda is multiplied by the rotational speed Nd of the drive shaft 36. A value obtained by subtracting the charge / discharge required power Pb * from the value is set as the target engine power Pe * (step S220). When the accelerator required driving force Tda is larger than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the execution driving force Td * (step S230), and the target obtained by subtracting the charge / discharge required power Pb * from the upper limit engine power Pelim is set as the target. The engine power Pe * is set (step S240).

  Then, the torque command Tm1 * of the motor MG1 is set by the above equation (2) (step S250), and the torque command Tm2 * of the motor MG2 is set by the equation (3) (step S260). Then, the target engine power Pe * and the target rotational speed Ne * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S270), and this routine is terminated.

  In the hybrid vehicle 20 of the first embodiment described above, when the shift position SP is the manual position (M position), the rotation based on the vehicle speed V and the shift stage M is performed as in the D position in the driving sense priority mode. The engine 22 rotates at a target rotational speed Ne * obtained by correcting the numerical base value Nebas with a rotational speed correction value Necor based on the accelerator opening Acc, the rotational speed Ne, and the gear stage M, and the gear stage M is considered. The target engine power Pe * set so that the smaller one of the accelerator demanded driving force Tda set without any change and the upper limit driving force Tdlim set in consideration of the shift stage M is output to the drive shaft 36 is the engine. Control is performed so that the vehicle travels by being output from the motor 22. As a result, it is possible to give a better driving feeling to the driver and to suppress the driving force from being insufficient.

  Next, a hybrid vehicle 120 according to a second embodiment of the present invention will be described. An outline of the configuration of the hybrid vehicle 120 of the second embodiment is shown in FIG. As shown in FIG. 14, the hybrid vehicle 120 of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment shown in FIG. 1 except that a transmission 130 is provided. In order to omit redundant description, the same reference numerals are given to the same components of the hybrid vehicle 120 of the second embodiment as those of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted.

  The transmission 130 included in the hybrid vehicle 120 of the second embodiment is configured as a stepped automatic transmission with three-stage shift in the forward direction by hydraulic drive, and shifts according to a control signal from the HVECU 70. In the hybrid vehicle 120 of the second embodiment, a virtual three-speed gear stage is set in addition to the three-speed gear stage of the transmission 130, and functions as if it had a six-speed transmission. . FIG. 15 is an example of a shift diagram used in the second embodiment. For easy comparison, the shift diagram in FIG. 15 is the same as the shift diagram in FIG. In FIG. 15, the thick solid line is the upshift line of the transmission 130, and the thick broken line is the downshift line of the transmission 130. A thin solid line is a virtual upshift line, and a thin broken line is a virtual downshift line. In the figure, the numbers and arrows at the top and bottom indicate the shifts of the sixth speed including the virtual gears, and the numbers and arrows in parentheses at the top and bottom indicate the third speed of the transmission 130. The shift of the stage is shown. As shown in the figure, one virtual shift stage is provided in the middle of each shift stage of the transmission 130.

  In the hybrid vehicle 120 of the second embodiment, the driving priority drive control routine of FIG. 16 is executed when the driving sense priority mode is in the D position. The drivability priority drive control routine of FIG. 16 sets the torque command Tm2 * of the motor MG2 using step S120C for setting not only the gear stage M but also the actual gear stage Ma and the gear ratio Gr of the actual gear stage Ma of the transmission 130. The driving priority driving in FIG. 2 is different except that the setting step S260C is different from the step S270C in which the actual gear stage Ma is transmitted to the transmission 130 when the target engine power Pe *, the target rotational speed Ne *, and the like are transmitted. This is the same as the control routine. For this reason, the same step number is attached | subjected about the process same as the process of the drive priority drive control routine of FIG. 2 among the processes of the drive priority drive control routine of FIG. Hereinafter, the drivability priority drive control routine of FIG. 16 will be briefly described focusing on the differences from the drivability priority drive control routine of FIG.

  When the drive priority drive control routine of FIG. 16 is executed, the HVECU 70 first inputs the accelerator opening Acc, the vehicle speed V, the engine speed Ne, the battery temperature Tb, etc. (step S100), and the accelerator opening Acc. Then, the accelerator required driving force Tda is set using the vehicle speed V and the accelerator required driving force setting map of FIG. 3 (step S110). Subsequently, the gear M and the actual gear Ma are set using the accelerator opening Acc, the vehicle speed V, and the shift diagram of FIG. 14 (step S120C). Here, the shift speed M means a 6-speed shift speed including a virtual shift speed, and the actual shift speed Ma means a 3-speed shift speed of the transmission 130. Therefore, the gear stage M is set according to which of the six-speed gear shift stages based on all the shift lines in FIG. 14, and the actual gear stage Ma is based on the thick solid line and the thick broken line in FIG. Thus, it is set depending on which of the three-speed gears corresponds.

  Subsequently, the rotation speed base value Nebas is set using the vehicle speed V, the gear stage M, and the rotation speed base value setting map shown in FIG. 7 (step S130), and the accelerator is set using the relationship shown in FIG. 8 or the relationship shown in FIG. A rotational speed correction value Necor is set based on the opening degree Acc, the rotational speed Ne of the engine 22 and the gear stage M (step S140). Next, the rate value Nert is set using the temperature Tb of the battery 50 and the rate value setting map of FIG. 10 (step S150), and the correction value Necor * added to the execution correction value Necor * and the rotation speed correction The smaller one of the values Necor is set as a new execution correction value Necor * (step S160), and the target rotation speed Ne * of the engine 22 is set as the sum of the rotation speed base value Nebas and the execution correction value Necor *. Set (step S170).

  The upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the temporary upper limit engine power Pelim obtained using the target rotational speed Ne * and the upper limit engine power setting map of FIG. 11 (step S180). Then, the upper limit engine power Pelim is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit drive force Tdlim (step S190), and the accelerator required drive force Tda and the upper limit drive force Tdlim are compared (step S200).

  When the accelerator required driving force Tda is less than or equal to the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the execution driving force Td * (step S210), and the accelerator required driving force Tda is multiplied by the rotational speed Nd of the drive shaft 36. A value obtained by subtracting the charge / discharge required power Pb * from the value is set as the target engine power Pe * (step S220). When the accelerator required driving force Tda is larger than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the execution driving force Td * (step S230), and the target obtained by subtracting the charge / discharge required power Pb * from the upper limit engine power Pelim is set as the target. The engine power Pe * is set (step S240).

  Subsequently, the torque command Tm1 * of the motor MG1 is set by the above equation (2) (step S250), and the torque command Tm2 * of the motor MG2 is set by the following equation (5) (step S260C). In equation (5), “Gr” is the gear ratio of the actual gear stage Ma of the transmission 130. Therefore, the first term on the right side of the equation (5) means the driving force that should be output to the input shaft of the transmission 130 in order to output the execution driving force Td * to the driving shaft 36 that is the output shaft of the transmission 130. doing.

  Tm2 * = Td * / Gr + Tm1 * / ρ (5)

  The target engine power Pe * and the target rotational speed Ne * are transmitted to the engine ECU 24, the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, and the actual gear stage Ma is transmitted to the transmission 130 ( Step S270C), this routine is finished. The transmission 130 that has received the actual shift speed Ma maintains the shift speed when the current shift speed is the actual shift speed Ma, and the shift speed is the actual shift when the shift speed is not the actual shift speed Ma. The speed is changed to the stage Ma.

  Since the hybrid vehicle 120 of the second embodiment described above functions in the same manner as the hybrid vehicle 20 of the first embodiment, the same effect as the effect of the hybrid vehicle 20 of the first embodiment is achieved. That is, even when the driver depresses the accelerator pedal 83, the engine speed Ne of the engine 22 corresponding to the vehicle speed V can be obtained, which is compared with that in which the engine speed Ne increases rapidly before the vehicle speed V increases. Thus, there is an effect that a better driving feeling can be given to the driver. Further, when the gear position is changed (shifted), the target engine power Pe * corresponding to the gear position M also changes, so that the driver can be given a feeling of shifting. As a result, the driver can have a better driving feeling. Furthermore, the target engine speed Ne of the engine 22 is set regardless of the accelerator opening Acc by setting the engine speed correction value Necor and setting the target engine speed Ne * so as to increase as the accelerator opening Acc increases. Compared with the case where * is set, a large target rotational speed Ne * can be set, and the power that can be output from the engine 22 is increased to suppress the shortage of the driving force to be output to the drive shaft 36. There is an effect that can be.

  Next, the operation when the shift position SP is the manual position (M position) in the hybrid vehicle 120 of the second embodiment will be described. In this case, the drivability priority drive control routine of FIG. 17 may be executed. The drive priority drive control routine of FIG. 17 includes step S260C for setting the torque command Tm2 * of the motor MG2 using the gear ratio Gr of the actual gear stage Ma of the transmission 130, the target engine power Pe * and the target rotational speed Ne *. 13 is the same as the drive priority drive control routine of FIG. 13 except that step S270C is different from step S270C in which the actual gear stage Ma is transmitted to the transmission 130. Since these differences are the same as the description of the drive priority drive control routine of FIG. 14, further description thereof is omitted.

  In the hybrid vehicle 120 of the second embodiment, the three-speed transmission 130 is provided and functions as a six-speed transmission including a virtual gear stage. However, the transmission 130 is limited to the three-speed transmission. Instead, it may be a two-speed shift or a four-speed shift or more. In addition, although one virtual speed is provided for each speed of the transmission, a desired number of virtual speeds such as one or two are provided for each speed of the transmission. Alternatively, a desired number of virtual gears may be provided only at specific gears of the transmission. Further, a virtual gear stage may not be provided.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the drive shaft 36 corresponds to the “drive shaft”, the planetary gear 30 corresponds to the “planetary gear mechanism”, The motor MG2 corresponds to a “second motor”, and the battery 50 corresponds to a “battery”. The HVECU 70, the engine ECU 24, and the motor ECU 40 that execute the drive control in the normal operation mode and the drive priority drive control routine of FIG. 2 correspond to the “control device”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

   20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 70 Hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal Position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 89 an atmospheric pressure sensor, 90 mode changeover switch, 130 transmission, MG1, MG2 motor.

Claims (8)

A planetary gear mechanism in which three rotary elements are connected to three axes of an engine, a first motor, an output shaft of the engine, a rotary shaft of the first motor, and a drive shaft connected to an axle; and the drive shaft Output to the drive shaft based on a second motor capable of power input / output, a battery capable of exchanging electric power with the first motor and the second motor, a driver's accelerator operation amount, and a vehicle speed. A hybrid vehicle comprising: a control device that sets the required driving force and controls the engine, the first motor, and the second motor to travel using the required driving force,
The control device includes:
A target engine speed is set based on the accelerator operation amount, the vehicle speed, and the gear position so as to increase as the accelerator operation amount increases.
Setting an upper limit driving force as a driving force when the maximum power that can be output from the engine when the engine is operated at the target rotational speed is output to the drive shaft;
The engine, the first motor, and the second motor are operated such that the engine is operated at the target rotational speed and a smaller driving force of the upper limit driving force and the required driving force is output to the driving shaft. Control the motor,
A hybrid vehicle characterized by that. The hybrid vehicle according to claim 1,
The control device includes:
Setting the engine speed base value based on the vehicle speed and the gear position;
Set the rotation speed correction value so as to increase as the accelerator operation amount increases,
Correcting the rotation speed base value with the rotation speed correction value to set a target rotation speed;
Hybrid car. A hybrid vehicle according to claim 2,
The control device sets a larger rotation speed correction value when the shift speed is a high speed than when the speed is a low speed.
Hybrid car. A hybrid vehicle according to claim 2 or 3,
The control device sets a larger rotation speed correction value than when the engine speed is small compared to when the engine speed is small.
Hybrid car. A hybrid vehicle according to any one of claims 2 to 4,
The control device controls the engine speed to be the target speed by using a smaller rate value as the battery temperature is lower when the engine speed is increased by setting the speed correction value. To
Hybrid car. A hybrid vehicle according to any one of claims 1 to 5,
The control means sets the gear position based on the accelerator operation amount and the vehicle speed or based on a driver's operation.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6,
The shift stage is a virtual shift stage.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6,
Having a stepped transmission mounted between the drive shaft and the planetary gear mechanism;
The shift stage is a shift stage in which a virtual shift stage is added to the shift stage of the stepped transmission or the shift stage of the stepped transmission.
Hybrid car.

Images